Check-in/be-out (cibo) and be-in/be-out (bibo) using mesh networks

ABSTRACT

Techniques for Check-In/Be-out (CiBo) and Be-in/Be-out (BiBo) using mesh networks are disclosed. In one implementation, an access control system includes a mesh network. The mesh network includes a set of mesh nodes disposed proximate to a gate to an access-controlled area and a master mesh node communicatively coupled to the set of mesh nodes. The master mesh node is configured to determine whether a device is near the gate based on a strength of a signal received at one of the set of the mesh nodes from the device. The system further includes a validator communicatively coupled to the master mesh node and a backend system. The validator is configured to: receive an indication from the master mesh node that the device is near the gate, determine, based on the indication, whether the device is authorized to enter or exit through the gate, and transmit a result of the determination of whether the device is authorized to enter or exit through the gate to the backend system.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 16/375,519, filed Apr. 4, 2019, which further claims priorityto U.S. Provisional Application No. 62/655,146, filed Apr. 9, 2018. Theforegoing related applications, in their entirety, are incorporated byreference herein for all purposes.

TECHNICAL FIELD

The present disclosure pertains to techniques for tracking and/orcontrolling access to a physical area. More specifically, the presentdisclosure pertains to techniques for tracking and/or controlling accessto a physical area using a mesh network.

BACKGROUND

Transit agencies typically issue traditional paper tickets that may bevalidated once a rider boards a bus, train, or other transportation modeoperated by the transit agency. The widespread use of mobile computingdevices, such as smart phones, has provided an additional platform onwhich transit tickets may be issued. However, the technology forimplementing such mobile transit tickets may be costly, unreliable, andinefficient.

SUMMARY

Techniques for Check-in/Be-out (CiBo) and Be-in/Be-out (BiBo) using amesh network is disclosed. In one implementation, an access controlsystem includes a mesh network. The mesh network includes a set of meshnodes disposed proximate to a gate to an access-controlled area and amaster mesh node communicatively coupled to the set of mesh nodes. Themaster mesh node is configured to determine whether a device is near thegate based on a strength of a signal received at one of the set of themesh nodes from the device. The system further includes a validatorcommunicatively coupled to the master mesh node and a backend system.The validator is configured to: receive an indication from the mastermesh node that the device is near the gate, determine, based on theindication, whether the device is authorized to enter or exit throughthe gate, and transmit a result of the determination of whether thedevice is authorized to enter or exit through the gate to the backendsystem.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an example of a mesh landscape in accordance with thedisclosed embodiments.

FIG. 2 illustrates an example of a system that uses mesh networks inaccordance with the disclosed embodiments.

FIG. 3 illustrates a graph of a device's RSSI values at a mesh node inaccordance with the disclosed embodiments.

FIGS. 4A and 4B illustrate examples of a system that uses mesh networksin accordance with the disclosed embodiments.

FIGS. 5-7 illustrates examples of a system that uses mesh networks inaccordance with the disclosed embodiments.

FIGS. 8-9 illustrates examples of a system that uses mesh networks inaccordance with the disclosed embodiments.

DETAILED DESCRIPTION

Mesh Landscape

FIG. 1 illustrates an example of a mesh landscape 100 in accordance withthe disclosed embodiments. As Check-in/Be-out (CiBo) and/or Be-in/Be-out(BiBo) technologies are deployed across multiple transportation servicesin a city, a citywide “internet of things and devices” network may becreated. Here, the “things” may be the connected vehicles 102 andplatforms 106, each having an embedded validation service, and the“devices” may be mobile phones and wearables 104 operated by riders. Asused herein, the citywide network may be referred to as a “meshlandscape.” In this landscape, embedded validation development kits maybe deployed in various parts of one or more transportation services tocapture “Check-ins,” “Be-ins,” and “Be-outs” of rider's devices.Further, in this landscape, vehicle-to-platform, device-to-platform, andvehicle-to-vehicle communications may be possible. For example, avehicle with an embedded validation development kit may communicate withanother vehicle and/or a platform that also includes an embeddedvalidation development kit.

In the disclosed systems, a rider may use a single digitalkey/identifier to access and/or pay for fare/fee in a plurality oftransportation services. In particular, an embedded validation servicemay enable, for example, a city to provide an authenticated accessand/or process payments for citywide transportation services (e.g., citybuses, car sharing service, ride-hailing service, bike share, electricscooter share, and/or parking payment terminal). This does not requirethe city to “own” the user experience. Instead, the rider's uniqueidentifier may be used by a plurality of transportation services so thatthe riders can have access to the full transportation network usingtheir single identifier. Alternatively, or additionally, a single mobileapplication could be developed to share the rider's identifier and/ortransit fare with a plurality of transportation services. In addition tobeing used on transit vehicles, an embedded validation service may beused on transit platforms (e.g., bus stops or train stations). As usedherein, any transportation service utilizing the embedded validationservice will be referred to as “Vehicle” and any stationary location as“Platform.”

The following section outlines potential benefits of having different“things” and “devices” communicate with each other.

1. Benefit to Riders

The disclosed systems may enable a rider to use a common account thatcan be validated city-wide (i.e., a plurality of transportationservices) without requiring that a single entity (e.g., city or anagency) own/operate all of the client applications/hardware. In someembodiments, the disclosed systems may increase the maximum riderthroughput into and out of any access-controlled area (e.g., becausethere is no need to queue at a faregate). In some embodiments, thedisclosed systems may be operable while one or more parts (e.g., rider'sdevice) of a system is offline (e.g., disconnected from the Internet).Relevant information such as an upcoming platform/stop identifier (i.e.,stopID) may be delivered offline to the device. In some embodiments, thedisclosed systems may calculate a “comfort index” showing the number ofriders that are in a vehicle. The index can be shared with variousdevices. In some embodiments, the disclosed systems may further shareapproximate location of riders within a vehicle. Thus, if riders arebunched in a particular car on a train and another car has a fewerriders, that information may be shared. In some embodiments, thedisclosed systems may enable coordination of transfers for a rider bysharing information between vehicles (e.g., for trying to make a tighttransfer).

Device-to-Vehicle Communications

In some embodiments, the disclosed systems may eliminate the need forriders to understand tariff or need to interact with fare collectionsystem at boarding. Further, the disclose systems may allows forall-door boarding, reducing dwell time at stops, and increasing speed ofservice. In some embodiments, customer intervention may be required toconfirm entry/exit to/from a vehicle. In some embodiments, the disclosedsystems may enable “Best price” and/or “fare capping” features that canbe extended city-wide based on usage across transportation options. Insome embodiments, the disclosed systems may eliminate technicalrestrictions around vending machines. In some embodiments, the disclosedsystems may allow commuters to “sleep” once they've reached their seat(e.g., in the case of reserved seating systems) without needing to showinspectors their fare. In some embodiments, the disclosed systems mayenable a rider to utilize a common account and/or payment method formultiple transit services (dependent on implementation of the meshnetwork). In some embodiments, the disclosed systems may eliminate theneed for a user's device to be online while boarding/deboarding avehicle. In systems where a rider's trip plan is known (or isorigin/destination ticket), the disclosed systems may notify/display ofupcoming stop and/or display an augmented reality (AR) rendering of thewhole trip, including transfers, for the rider. This feature may beespecially useful for riders that are unfamiliar with the transitsystem.

Device-to-Platform Communications

In some embodiments, the disclosed system may enable communicate content(e.g., ads) of nearby retailers to device. The disclosed system mayenable a rider's device to communicate with a system on a platform thatan access lift (e.g., wheelchair access) is required by the rider. Thesystem on the platform may, in turn, notify an upcoming vehicle that arider needs an access lift. In some embodiments, the disclosed systemmay enable a vehicle to notify a system on a platform occupancy ofupcoming vehicles. In turn, the system on the platform may notify riderswho are on the platform (e.g., waiting for a vehicle) the occupancy ofupcoming vehicles. In some embodiments, a vehicle may notify a system ona platform that an upcoming vehicle is only dropping off passengers(e.g., when the occupancy of the vehicle is at a maximum).

Vehicle-to-Vehicle Communications

In some embodiments, the disclosed system may be capable of coordinatingrider pick-ups/transfers, for example, for catching a second vehicle (ina transfer scenario) and/or recommending alternate nearby modalities ifdelayed.

2. Benefit to Agencies/Cities

In some embodiments, the disclosed systems may enable agencies toimplement distance or zone based fares without requiring users to tap-onand tap-off. These are generally considered more equitable fares, butaren't adopted by agencies because they are more expensive to implementand are confusing for riders. By moving the fare requirements to thesystem, agencies may be able to implement more complicated farestructures with minimal cost and few requirements on the riders. In someembodiments, the disclosed systems may reduce unintentional fraud sincethe entry and exit can be captured without a rider's intervention. Thisdecreases revenue loss due to accidental fraud. In some embodiments, thedisclosed systems may be more difficult to defeat/abuse since the ‘rootof trust’ is on the network, not the user's device. This decreases thenumber of client fraud vectors.

In some embodiments, the disclosed systems may automate and improve datacollection around the following points: Multi-modal Trips, TravelBehavior (Timing and Routing), Per-Vehicle Passenger Density, UnlinkedPassenger Trip Counts (UPT), Passenger Miles Traveled (PMT), Transfers,and Rider behavior and movement within Transit Stations. In someembodiments, the disclosed systems may be further capable of performingcognitive modeling to provide a full picture of the Rider's citywidetransportation needs; deriving the “home” and categorizing the“destination” locations of the Rider; understand the distance, commutetimes and mode of traveling to/from “home” and “origin” platform and/orfinal “destination” and “destination” platform; develop a near real-timeorigin-destination model to inform future transportation planning;understand Riders willingness to utilize different forms oftransportation dependent on metrics such as distance, time, and weather;and understand how Rider behavior changes after implementation of newfare policies.

Device-to-Vehicle Communications

In some embodiments, the disclosed system may be capable of collectingreal-time data that can be used for route/service planning and modeling.The collected data may include, for example, origin/destination,transfers, type of entitlement, customer information. In someembodiments, the disclosed system may enable cities/agencies tointroduce more equitable fares which are historically discarded due tocomplexity (ex: zones, distance, time based, transfers). In someembodiments, the disclosed systems may enable cities/agencies to collectdata that can be used to understand vehicle-capacity utilization alongwith customer-type utilization (e.g., based on rider class). In someembodiments, the disclosed systems may enable cities/agencies to collectdata that can be used to understand changes in customer behavior overtime (e.g., when changes are introduced to the system). The disclosedsystems may be capable of capturing Passenger Miles Traveled (PMT) andUnlinked Passenger Trips (UPT) data, which can be compared against theFederal Transit Administration (FTA) National Transit Database (NTD)collection methods. In some embodiments, the disclosed systems mayperform at least some, if not all, of validations on agency/city ownedhardware, thereby reducing fraud vectors originating from validationdevices. For example, root of trust for all validation may be onagency-owned hardware, reduces fraud vector from the device. In someembodiments, the disclosed systems may enable inspectors to view whichriders have validated their fare thru the CiBo/BiBo network (e.g., in areserved seating system). In some embodiments, the disclosed systems maynot require the device or embedded validation kit to be online to“check-in” or “be-out” a rider.

Device-to-Platform Communications

In some embodiments, the disclosed systems may be capable of calculatinga more accurate wait times at platform. In some embodiments, thedisclosed systems may be capable of determining a number of people on aplatform, and based on the determined number of people, predict vehicleoccupancy for subsequent platforms. In some embodiments, the disclosedsystems may be capable of capturing “be-outs” by identifying devicesthat are still connected to the platform's system after a vehicle leavesthe platform.

Vehicle-to-Vehicle Communications

In some embodiments, the disclosed systems may be capable of providingalternative options to a rider if the current vehicle is unable toservice the rider. In some embodiments, the disclosed systems may becapable of reducing transfer wait times for riders.

3. Benefit to Third-Party Vehicle (MaaS System)

In the disclosed systems, transit benefit funds can be applied tothird-party service providers. In some embodiments, the disclosed systemmay also enable a third party to have visibility into transfers to/frompublic transit services and other transit modalities. In someembodiments, the disclosed systems may enable offline authentication ofriders entering the vehicle, thereby providing increased security toboth the driver and Rider. In some embodiments, the disclosed systemsmay increase the throughput of riders through coordinated pick-up and/ortransfer recommendations.

Device-to-Vehicle Communications

In some embodiments, the disclosed systems may lower psychologicalbarriers to utilize other transportation options by enabling a rider toutilizing the same payment method(s). For example, a rider can use acommon account to board vehicles associated with a plurality of transitsystems.

In some embodiments, the disclosed systems may enable riders to utilizetransit benefits from employers/schools (e.g., through portals).

Can have visibility into transfers to/from public transit services andother transit modalities

In some embodiments, the disclosed systems may enable riders entering avehicle to be authenticated, providing increased security. The disclosedsystems may represent a low cost/small footprint/lowenergy/easy-to-install hardware solution. The disclosed systems may notrequire the device or embedded validation kit to be online.

Device-to-Platform Communications

In some embodiments, the disclosed systems may be capable ofrecommending nearby options if wait times are delayed and/or ifoccupancy of upcoming vehicle(s) are high.

Vehicle-to-Vehicle Communications

In some embodiments, the disclosed systems may receive riders throughcoordinated pickup and/or transfer recommendations.

Mesh Network

FIG. 2 illustrates an example of a system 200 that uses mesh networks inaccordance with the disclosed embodiments.

In the discloses systems, a rider may operate a mobile device 202executing a “mobility app,” which stores a unique rider identifier 204associated with the rider. When the rider moves to a location where amesh network is deployed (e.g., in a platform 206/vehicle 208), therider's identifier is sent from the mobile device to the mesh network,for example, using contactless protocols/technologies. In someembodiments, the mesh network may include multiple mesh nodes. On largertransit vehicles, nodes may be concentrated around one or more doors tocapture boarding/alighting.

A signal strength 210 (e.g., received signal strength indicator (RSSI))of the mobile device may be measured at, or by, the nodes in the meshnetwork. In one example, the signal strength and account number may bewirelessly transmitted to a Bluetooth node by the mobile device. Thenode may then share that information with an intra-master node 212 ofthe mesh network. Subsequently, the intra-master node determines whetherthe user is within the entry/exit area of a platform/vehicle. If theuser is in the entry/exit area, the intra-master node sends the user'saccount information to a validator 214 via an IoT gateway 216 (e.g., forEthernet network access). In some embodiments, the master node 212, thevalidator 214, and the IoT gateway 216 may be consolidated into asingle, small footprint device. When the validator receives the accountinformation, the account information is processed in the same manner asa physical tap on the validator device (e.g., when a mobile devicedisplaying a digital ticket/token is scanned at the validator). A meshnetwork on a vehicle may communicate with other mesh networks throughone or more inter-master node channels 218 formed between the meshnetworks. Accordingly, the inter-master node can share informationbetween vehicles and between a vehicle and a platform, and betweenplatforms.

In the disclosed systems, an intra-master node may decide whether theuser has passed through an entry/exit area by examining the RSSI fromthe nodes in the same network. A neural network may be utilized tocompute the decision. Training the neural network may be equivalent tofingerprinting the RSSI readings from the nodes around the entry/exitarea. Once trained, the neural network may make decisions about RSSIreadings presented to the nodes based on past (a priori) information.

FIG. 3 illustrates a graph of a device's RSSI values at a mesh node inaccordance with the disclosed embodiments. In FIG. 3, the device ismoved from one position to another, and the mesh node applies a Kalmanfilter to the collected RSSI data. The filtered data is subsequentlysent to the intra-master node. As shown in FIG. 3, the RSSI values havea large variance even when the device's position is static. Thus, aKalman filter may be used to reduce/smooth the variance. The filter'ssmoothing ability may be reduced slightly in exchange for an increasedresponse time.

Systems that use mesh networks may provide several advantages oversystems that use beacons. A typical beacon-based implementation may useone beacon per vehicle, thus limiting the distance calculations to thegeneral vicinity of the beacon. The single beacon also represents asingle point of failure. Further, in such an implementation, a rider'sdevice performs the distance calculations, which burdens the device'sprocessing power. While more beacons may be used to establish theproximity of the device, the additional calculations may cause thedevice battery to drain faster.

Furthermore, a device in beacon-based systems may be the sole point ofvalidation for bus drivers (i.e. user must show the phone to the driverwhen boarding). This may result in a higher fraud risk. Moreover, avalidation may only occur on the rider's device, and not on devicesowned by the transit system. Thus, the system must trust the rider'sdevice. In addition, all data transfer may occur on the rider's device,which may be a problem for users with limited data plans. Furthermore, abeacon-based system may not allow the device to function without aconnection to the internet.

An Example of a System

The following system may be deployed on an account-based/mobile ticketbased system and/or a truth-on-card/device system. In the case of anaccount-based system, stored value and passes may be stored in acloud-based system and the card/device may only pass an accountidentifier. In the case of a truth-on-card/device system, all fareinformation may be passed.

FIGS. 4-7 illustrates examples of a system that uses mesh networks inaccordance with the disclosed embodiments.

Check-In Processes

An origin of a trip can be captured using a “check-in” methodology wherea transit account identifier or a ticket is passed to a validator, forexample, using a barcode. Alternatively, in a “Be-In” environment, oneor more of the following three scenarios may occur:

Scenario 1 (see FIG. 4)—A rider's device 402 comes in proximity of aplatform's mesh network 404. The device connects via Bluetooth to themesh network 404. The device passes its account identifier or fare andany relevant information to the mesh network (e.g., including a requestto have the approaching vehicle on a particular route lower theaccess/wheelchair lift). When the vehicle 406 arrives at the platform,the device is tracked as it moves from the platform's mesh network 404onto the vehicle's mesh network 408. As the device passes through theconcentrated mesh nodes around the entrance, a “be-in” is captured. The“Be-In” is confirmed once the vehicle leaves the platform (i.e., thedevice is no longer connected to the platform's mesh network and thedevice maintains a connection with the vehicle's mesh network).

Scenario 2 (see FIG. 4)—A rider's device 402 comes into proximity of agated system 410. As the device 402 comes into proximity of the gatedsystem 410, the device connects with the mesh network as a potential“Be-In” and shares its account identifier and/or fare information. Oncethe device is in an access controlled area (e.g., in a vehicle or on aplatform), the “Be-In” is captured in real-time and communicated back tothe Rider. In some embodiments, the gated system may include anelectrically-controlled barrier (e.g., electrically controlled door) andthe validator is further configured to cause actuation of the barrier toopen or close based on the result. In some embodiments, the gated systemmay include an electrically-controlled barrier (e.g., swivel) and thevalidator is further configured to cause actuation of the barrier tolock or unlock based on the result. In some embodiments, the gatedsystem may include a light (e.g., warning red light and/or a greenlight) and the validator is further configured to cause the light toturn on or off based on the result.

Scenario 3 (see FIG. 6)—Once a rider selects to engage with athird-party vehicle, the Be-in is captured. Capturing a “Be-in” could behandled through a native application (e.g., as simple a way as selectinga “Book Now” or “Request TNC” button). When the device 602 comes intoproximity of a third-party vehicle 604 (ex: bike-share, ride-share,ride-hailing), the device connects to the mesh network 606 on thethird-party vehicle (see e.g., FIG. 6). Messaging is communicated backto the user through the app confirming the actual “Be-in.” In someembodiments, a set of mesh nodes may be placed near the driver side ofthe third-party vehicle and another set of meth nodes may be placed nearthe passenger and/or rear sets of the third-party vehicle. In theseembodiments, the mesh nodes may be used to determine where the rider'sdevice is located within the third-party vehicle (see e.g., FIG. 7).

As the rider travels through the transit system, the mesh network(s) maymonitor the progress and location of the rider. The platform/stopidentifiers may be rolling on the validator based on progress of a bus,and this information may be passed to the mesh network. The mesh networkthen passes the location information to the mobility app through theBluetooth connection.

Be-Out Processes

After the rider disembarks from vehicle and/or leaves the vicinity ofthe platform, the mesh network captures the exit event. In atariff-based use case, the validator utilizes the Be-Out to calculatethe cost of the trip utilizing the Origin/Destination pair and thencommunicates this to the mesh network. In the case of a data collectionuse case, the validator utilizes the Be-Out to communicate thedisembarkment to the mesh network.

Subsequently, the validator sends a validation result to the mobiledevice. In the case of a bus or open access system, the riders may exita vehicle to allow other riders to deboard. As a user passes through theaccess controlled area a “be out” is captured, however a slight delaycould occur before the final “be out” is confirmed and sent to thebackend system to guarantee that the rider has actually left thevehicle. The user's device could communicate a warning/question if thenetwork was unsure if they were permanently or temporarily off thevehicle. Through any of these stages, once the approved redundancythreshold has been met, the mobile device sends an acceptance message tothe user (for example, the device may vibrate). In the case where thesystem is gated, a validator displays that the Be-Out was validated tothe user (i.e., the user would pass through an open gate and have avisual showing they're valid).

Another Example of a System

FIGS. 8-9 illustrates examples of a system 800 that uses mesh networksin accordance with the disclosed embodiments.

When a rider launches a mobility app on a mobile device 802, theapplication may scan for mesh nodes and attempt to connect to anappropriate mesh network 902 if it is in range. An NFC tag 806 (e.g.,placed near an entrance to a vehicle/platform), when scanned by a mobiledevice 802, may trigger the mobile device to provide, to the mesh nodes902 (i.e.; mesh network), appropriate information that may be needed tovalidate the rider when boarding the vehicle. When the rider approachesa vehicle door 904 to alight a vehicle, the Bluetooth mesh network 902may use Real Time Location Services (RTLS) to track the smartphone 802.Once the rider is in the alighting zone, the rider information will beprovided to the Bluetooth mesh network to record the departure.

Check-in Process

During the Check-in, a ticket, pass, or account based stored valuevirtual card may be used to board the vehicle. For example, a rider mayselect a virtual card on a smartphone 802, and place the smartphone'sNFC antenna on an NFC tag 806. The NFC tag 806 may be a passive securetag with static data. In some embodiments, the NFC tag 806 may use anactive tag with dynamically configurable data. The NFC tag data mayinclude a unique agency identifier and transit mode (e.g., fixed route,on-demand, ride-hailing, car-sharing). The mobility app may use theagency, identifier to ensure it is connected to a correct mesh networkand the transit mode to determine the available pass or ticket products.

Subsequently, the mobility app 802 passes the rider information to themesh network. In some embodiments, the rider information may contain theaccount identifier. In some embodiments, the rider information mayfurther include Mobility App ID, GPS, a timestamp representing a timethe virtual card was launched, card ID, and card value.

The mesh network may include a single node or multiple nodes. When therider information is passed to a mesh node, it is then relayed to themaster node 804 over one or more hops. In some embodiments, the masternode may be a part of the gateway. Subsequently, the data may, be sentfrom the gateway (or the master node) to a validator 808. In someembodiments, the validator may be a pad of the gateway, which may serveas a low-cost validator. The validator 808 may process the riderinformation with the local validator data to determine if the rider canboard the vehicle. The original rider information, validator data, andvalidation results are then sent to the back-end systems 810 for furtherprocessing (e.g., recording that a device has boarded a vehicle).

Be-Out Process

After the check-in, the rider will eventually exit the vehicle. In orderto capture the location information when the rider exits the vehicle, abe-out bluetooth mesh system may be deployed. The system may include,for example, four mesh nodes installed on the sides of a vehicledoorway. The rider may need to leave the Mobility App executing in theforeground or background for the Be-out detection to function. Thesmartphone can be in a standby or active state.

As the rider approaches the doorway, the Mobility App may scan andconnect to the bluetooth mesh nodes near the doorway. In someembodiments, the Mobility App may periodically send bluetoothadvertising packets to the mesh network. The mesh nodes may read theRSSI values and send them to the mesh master node 804. The mesh masternode 804 may add the RSSI values from each mesh node to, for example, atable with the timestamp. This data may be processed by a Kalman filterand a shallow neural network. When the confidence is sufficiently highthat the rider has passed through the doorway, the master mesh node 804may send an acknowledgement to the Mobility App through the mesh nodes.The master node 804 will also send the account ID from the Mobility Appthat exited to the validator 808, which in turn sends the account ID tothe back-end systems 810 for further processing (e.g., recording that adevice has exited a vehicle),

Data Analytics for Transportation Modeling and Planning

Agencies follow strict data reporting guidelines to submit ridershipinformation to the National Transit Database (NTD) to receive federalfunding. Automated Passenger Counters capture riders' trips, but thesesystems have to be certified by the Federal Transit Administration (FTA)and go through regular maintenance to qualify for use in the NTDreports. Two critical metrics include: Unlinked Passenger Trips (UPT)and Passenger Miles Traveled (PMT). Many agencies rely on manualsampling for UPT and all flat-fare systems rely on manual counting andsurveys to capture PMT. Thus, agencies may send ride-checkers out tomanually count people and survey for origin/destination. The CiBo andBiBo enabled by the mesh network(s) provide transit agencies with datathat can be compared against their UPT and PMT measurements.

In some embodiments, data collection through the mesh network(s) enablesa central system to engage in cognitive computing to process the data,and then model transit networks and simulate rider throughput.Processing data collected through the mesh network(s) could demonstrateto transit agencies a broader perspective of their ridership base forimproved transit planning, service planning and real-time communication.For example, using the CiBo/BiBo data, geolocation data, gyroscope andadditional macro-data, the central system may infer/generate thefollowing information:

Destination and Origin Information

Assuming most people travel in a pattern from home to their destinationand vice versa, for example the standard 9:00-5:00, or a weekend swingshift, over time a pattern would emerge in the travel behavior. Thiscould distil the origin or “home” stop of a rider. If a rider hadmultiple destinations, for example “A” to “B”, “A” to “C,” and “A” to“D”, “A” could be specified as the “home” and all other locations wouldbe inferred over time based on zoning/mapping data and the duration oftime a user spent there along with user demographics. For example“work,” “school,” “daycare,” “medical,” “pharmacy,” “shopping,”“entertainment,” “recreation,” etc. could be inferred by frequency oftrips per month, time of day and duration of time at the location alongwith zoning/mapping data of the location.

Geolocation coordinates for the rider's actual home location would bediscoverable through drop-offs from ride-hailing trips and/or capturedthrough the device's ability to gauge walking/driving home aftertraveling on transit.

Origin and destination stop are captured by the actual CiBo or BiBotechnology at the platforms and vehicles. Currently this information issegmented to the organization providing the transportation service. Inthe mesh network, all services would be interconnected, providing a truepicture of Rider's travel patterns. Taking transit to the bar and thenhailing a ride home would show the end-to-end round-trip even though twodifferent services were utilized.

This information is used to build a city-wide origin/destination (OD)distribution model to estimate service, route and stop level probabilityof transit usage over time. The OD model from the mesh network combinedwith land-use data would provide Agencies and third-parties with a moredetailed picture to optimize planning around stop locations, frequencyand timing of vehicles as well as services to offer and infrastructurearound those services.

A Major Intersection Closest to a Rider's Home

Once the “home” is identified for the rider that geolocation can bemapped to determine what major thoroughfares are closest to the Rider'shome. This is used in the OD model to better understand how far aRider's home is from different transportation options. It can also beused to gauge Rider behavior in relation to transportation.

Travel Time to a Platform and Destination

If the app is running in the background, we can capture information onhow the Rider commuted to/from their transit platform or vehicle (in thecase of car-sharing/ride hailing). The distance, duration and time ofday, overlayed with maybe a weather index will help create an allowabledistance metric around commuting from the “home” or “final destination”to the platform.

This will also help demonstrate Rider behavior. For instance, do usersin a particular neighborhood not walk to the platform, but rather getdropped off. Or does time of day impact how far or with what modality aRider is willing to commute to a platform.

Information such as walking, biking, driving, etc. will help determinewhat infrastructure is needed around a platform. This can supportfunding for bike parking, improved sidewalks, park-and-rides, etc.).

Method of Fare Payment/Identification of Fare/Travel History

Fare information layered on top of travel information will provideadditional context around likelihood of transit service utilizationdependent on fare selection. Do monthly pass purchasers behavedifferently than daily pass purchasers. Do Riders who receive subsidizedtransit benefits through their school or work utilize transitdifferently? Does changing the fare structure influence how usersinteract with the system? Providing Agencies and third-party serviceswith more information about how Riders are paying for their fare and howservices are utilized will help them make more informed decisions aroundfunding, infrastructure planning, service planning and fare policies.

Finally, based on this information, the mesh network could calculateapproximate UPT and PMT for Agencies and third-parties. The digitallycollected data would be compared against the manually sampled data toprovide an accuracy confidence.

At some point the FTA may expand their funding program to providesubsidiary funding to some approved third-party on-demand services. Inthis scenario, those service could also provide their UPT and PMT countsusing the mesh network.

From the foregoing, it will be appreciated that specific embodiments ofthe invention have been described herein for purposes of illustration,but that various modifications may be made without deviating from thescope of the invention. Accordingly, the invention is not limited exceptas by the appended claims.

What is claimed is:
 1. An access control system, comprising: a meshnetwork including (1) a set of mesh nodes disposed proximate to a gateto an access-controlled area and (2) a master mesh node communicativelycoupled to the set of mesh nodes, wherein: the master mesh node isconfigured to determine whether a device is near the gate based on astrength of a signal received at one of the set of the mesh nodes fromthe device; and a validator communicatively coupled to the master meshnode and a backend system, wherein the validator is configured to: (1)receive an indication from the master mesh node that the device is nearthe gate, (2) determine, based on the indication, whether the device isauthorized to enter or exit through the gate, and (3) transmit a resultof the determination of whether the device is authorized to enter orexit through the gate to the backend system.
 2. The system of claim 1,wherein the gate includes an electrically-controlled barrier and thevalidator is further configured to cause actuation of the barrier toopen or close based on the result.
 3. The system of claim 1, wherein thegate includes an electrically-controlled barrier and the validator isfurther configured to cause the barrier to lock or unlock based on theresult.
 4. The system of claim 1, wherein the gate includes a light andthe validator is further configured to cause the light to turn on or offbased on the result.
 5. The system of claim 1, wherein the gate is on avehicle and the access-controlled area is the inside of the vehicle. 6.The system of claim 1, wherein the set of mesh nodes is distributed moredensely around the gate compared to a region inside theaccess-controlled area.
 7. The system of claim 1, wherein the gate is ata transportation platform and the access-controlled area is theplatform.